Buffer and catch for cash-cars



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A. B. TAYLOR 8v J. P. TIRRELL. BH1-"PBR AND CATCH PoR GASH GARS.

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N0. 393,039. Patented Nov. 20, 18,88.

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A.. B. TAYLOR 81,- J. P. TIRRBLL.

BUFFER AND CATCH POR GASH GARS.

No. 393,039. Patented Nov. 2o, v1333.

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N. FDVERS. Piwiouliwgrwbcr, Washington. D; C.

LUNITE PATENT Y lirica,

AMOS B. TAYLOR AND JACOB P. TIRRELL, OF BOSTON, ASSIGNOBS TO WILLIAM S. LAMSON, OF LOWELL, MASSACHUSETTS.

BUFFER AND CATCH FOR CASH-CARS SPECIFICATION forming part of Letters Patent No. 393,039, dated November 20, 1888.

Application led December 4, 1865. Serial No. 184,735.

To all whoml it may concern.-

Beit known that we, `Arros B. TAYLOR and JACOB P. TIRRELL, citizens of the United States, and residents of Boston, Suffolk county, Massachusetts, have invented certain new and useful Improvements in Buffers and Catches for Cash-Cars,of which the following is aspeciication.

Our invention relates to that class of storeservice apparatus in which a car moves back and forth on a way and is arrested by stops at each terminus; and our invention consists in constructing the stop and disconnecting devices, and in providing the car with yielding buffers or contactpieces, as kfully set forth hereinafter, s o as to gradually arrest the car without shocks or jolts and release the same by the motion of the hand, which starts the car on its return movement.

In the drawings, Figure 1 is a side elevation showing a track, stop, and sufficient of a car to illustrate our improvements. Fig. 2 is a plan of Fig. 1. Fig. 3 is a section on the line l 2, Fig. 1, looking in the direction of the arrow U. Fig. 4 is a transverse view illustrating a modication. Fig. 5 is a side elevation showing a modification. Fig. 6 is a detached enlarged section of a modified frict-ion device. Fig. 7 is a side elevation in part section showing another modification.

The frame A of the car is constructed in any suitable manner according to the style of the car and is provided with wheels Q, adapted to the track upon which .the car is to run-as, for instance, a wire track, B. To the track, near each end thereof, is secured a stop device, C,which may be of any suitable construction. As shown, it consists of a tapering cyliuder or cone, a, mounted upon the wire, a cylindrical block of rubber, b, fitting in the end of the cone a axially therewith, and a clamp consisting of two pieces, c d, the former secured to the cone a, and the latter clamped to.

the piece c and to the intervening wire B by means of screws e, thus holding the stop device firmly in any position to which it may be set upon the wire.

To the stop ,device is connected a yielding catch, D,which has a shoulder, and inclined end, the yielding quality of the catch (No model.)

r resulting either from the use of a spring-shank,

as in the construction shown in full lines, or from pivoting it at one end'to the stop, as shown in dotted lines, Fig. 1, the attachment in any case being such that some part of the car or device carried thereby will move the catch by contact with the beveled face thereof until such part passes the shoulder w, which will then engage with said part as ther catch is thrown inward, thereby holding the car.

In the construction shown in the drawings the part' that connects with the catch is an arm, E, which is pivoted at the lower end `to an arm, F, projecting from the car, the arm ,Fl terminating in a disk or plate, f, having a central opening, y, for the passage of the trackwire B, as the arm is carried with the car and the edge of the disk being bevelediwhere it makes contact with the inclined face of the catch, so as to facilitate the throwing outward of the latter as the disk passes the catch.

In order to release the car from the stop, we make use of a movable arm, lever, wedge, or other deviee,which by its movementis brought in Contact with the catch and throws outward the end thereof until the shoulder x is carried from its position opposite the disk, when the car can be readily returned along the track to the position from which it started.

Different appliances will occur to those skilled in the art for throwing outward the catch. In Figs. 1 to 3 we have shown an L shaped lever, G, pivoted to the arm E, and to one arm of the lever is'connected a cord, g, which extends downward through an eye, it, upon the arm and carriesa pull, j, whereby the cord may be drawn down to turn the lever in .the direction of the arrow, Fig. 3, and thereby bring the vertical arm of the lever against the catch and throw the latter outward to the position shown in dotted lines, thus releasing it from its engagement with the car.

Inasmuch as the leverGand its operating appliances are carried by the oar, the latter may be propelled upon its return movement by the saine movement that is employed to disconnect it from the stop. For instance, by pulling upon the cord g in the direction of the arrow X, Fig. l, the lever G is first thrown outward and disconnects the stop from the car,

ICO

and the continued. pull in the same direction projects the car along the way in the direction of the arrow Y, Fig. 1.

In Fig. 4 we have illustrated another form of disconnecting device,thesame being a wedge or triangular plate, G, sliding vertically upon the arm E and acting at its opposite edges upon the heads of two catches, D D, upon opposite sides of the way, so as to throw both of them out when the disconnecting device is drawn downward. In this ease the plate G2 is connected to a stili operating-rod, g', formed in one piece with a handle or pull, j, and sliding in eyes or guides mm upon the arm E, and a spring, n, bearing upon a shoulder, n', of the rod g', lifts the latter and the plate, when pressure is removed from the handle.v

It will be evident that when the catch is differently constructed from that shown the detaching device must be correspondingly varied.

It has been common to reduce the impact of the car by the use of spring stops or buffers mounted upon the way, the springs being oompressed by the contact of the car with some portion of the buffer. In other instances springbuffers have been arranged upon the cars. IVe have found that it is advantageous to use a friction device or brake to resist the mo mentum, thereby avoiding the necessity of always employing springs, and also securing a more uniform resistance during the movement of the car in contact with the stop. Different modes of carrying out this means of frictional resistance will occur to those skilled in the art, and we will now describe two arrangements which may be employed :for the purpose of illustrating our invention.

In Figs. 1 to 3 the arm E is shown as enlarged to form a disk, p, coinciding with a similar disk, p', upon the arm F, and a bolt, q, extends centrally through both disks, and is provided with a nut, r, whereby the disks may be brought together upon an intervening sheet or disk, s, of leather, felt, or other suitable material. By turning the nutr the pressure of the disks upon the intervening material may be varied as required, and accord-ing as the pressure increases an increased resistance to the movement of the arm E upon its pivot will be secured. As the car is brought to the stop, the end of the arm E strikes the same and the arm is turned upon its pivot with a frictional resistance, which iinally results in absorbing the momentum and arresting the car. A spring, J, may be used to supplement the frictional resistance, and also, as in the `arrangement shown in Figs. 1 to 3, to throw outward the arm E after it has moved inward under the impact with the stop; but the necessity of using a spring for the latter purpose may be avoided by connecting two pivoted arms, E E', together by a connectingrod, I, as shown in Fig. 5, so that when one arm is moved in it will cause the other to be thrown out. In such ease the frietional resistance can be applied to the connecting-rod I in any suitable manner--for instance, by

means of a packing, s, confined in a packingbox, K, and compressed by means of afollower, L, the rod I sliding through the boX, as shown in Fig. 6.

In Fig. 7 the arms Ez E, instead of being pivoted, as are the like arms E E', before described, are connected to the ends of two sliding rods, N N, sliding in bearings upon the frame, so that when one arm is moved in the other will be moved out, and springs J .I may 'constitute the resistance or may supplement the action of friction devices-as, for instance, packings in boxes K K-through which one ofthe rods N slides.

It will be evident that the catch, instead of being secured to the fixed stop upon the wire, may be secured to the wire itself, the stop being au independent device, and that the stop while shown and claimed as mounted upon the way may be mounted adjacent thereto without departing from the gist of our invention. Vithout limiting ourselves to the precise construction and arrangement of parts shown, we claim- 1. The combination of the way, fixed stop secured to the way, catch carried by the stop, and a yielding buffer carried by the car and arranged to engage with the catch, and a detaching device carried by the car independently of the catch, substantially as set forth.

2. rlhe combination of a fixed stop secured to the way, a yielding buffer carried by the car and arranged lto make contact with the said stop, a catch combined with the stop and arranged to engage with the said buffer before the latter makes contact with the stop, and a detaching device carried by the car independently of the catch and constructed to disconnect the catch from the car, substantially as set forth.

3. The combination, with the stop and catch, of a car having a yielding buffer which is arranged to engage with the stop, and a catchdetaching device carried by the car independent of the catch, provided with a pendent handle or pull, substantially as set forth.

4l. rlhe combination of the fixed stop and catch with the car carrying a yielding buffer concentric with theway and arranged to make contact with the stop and catch, and a catchdetaching device provided with a pendent handle or pull, substantially as described.

5. The combination, with a car and a way having a stop and catch, of a yielding buffer on the car arranged to contact with the catch, and a detaching device independent of the catch arranged to remove the latter from contact with the buffer, substantially as set forth.

6. The combination of a car and a buffer at each end thereof connected movably to said car and adapted to engage with a catch upon the way, a lever pivotcd to said buffer and arranged to bear against the catch and release the buffer therefrom, and a pendent handle or IIO pull connected to said lever, substantially as` set forth.

7. A car provided at each end with a pivoted 'buffer-arm carrying a catch-detaching device, and a spring arranged to throw the arm outward, substantially as described.

S. A car provided with a buffer .arranged to make contact with a stop upon the track, and a friction-brake arranged to resist the movcment of the arm, substantially as described.

9. The combination of the car, a buer, a friction-brake, and a spring arrangedto throw the arm of the buffer outward, substantially as described.

' 10. The combination of the car, a bufferarm carried thereby and arranged to make contact with a stop upon the way, said bufferarm being pivoted to the car-frame, and a friction-brake interposed between the arm and 2o frame, substantially as described.

1l. The combination, with the car and connected bul'er-arms at opposite ends thereof, of a friction-brake interposed between the arms to resist the movements thereof, substantially as set forth.

12. The combination, with the Way, a fixed stop secured to the Way, and a laterally-yielding catch carried by the stop, of a buffer carried by the car, adapted to engage with the catch, and a catch-detaching` device to detach the catch from the buffer, substantially as described.

In testimony whereof we have signed our names to this specification in the presence of two subscribing witnesses.

AMOS B. TAYLOR. JACOB P. TIRRELL. VVtnesses:

E. F. ENDIoo'r'r, F. O. GRAGG. 

